OAK  ST.  HDSF 


PREVENTION  OF  ACCIDENTS 


ADDRESS  OF 

Ralph  C.  Richards 

Chairman  Central  Safety  Committee 
General  Claim  Agent 

CHICAGO  & NORTH  WESTERN  RAILWAY  CO. 


Delivered  at  the  Annual  Convention  of 
Association  of  Railway  Claim  Agents 
Montreal,  Canada,  May  24th  to  26th  1911. 


3SS.S?, 


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Prevention  of  Accidents  on  Railroads 


With  Special  Reference  to  the  Organization  of  a 


Department  of  Safety 


BY 


RALPH  C.  RICHARDS 

Chairman  Central  Safety  Committee  and  General  Claim  Agent 
Chicago  & North  Western  Railway  Co. 


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1 

3? 


E all  know  that  the  year  ending  June  30,  1910,  was  disas 
trous  to  those  engaged  in  the  railroad  service,  the  men 
on  our  road  suffering  the  same  as  those  on  other  roads. 
Because  of  this,  and  because  every  hour  of  every  day  of 
the  three  hundred  and  sixty-five  days  in  the  year  some 
one  was  killed  on  the  railroads  of  this  country,  and  thirty-jive  per 
cent,  of  them  were  railroad  men;  because  every  five  minutes  some 
one  was  injured  on  the  railroads  of  this  country,  and  eighty  per  cent, 
of  them  were  our  people — our  fathers,  brothers,  relatives  and  friends; 
because  every  time  a man  was  killed  or  injured  it  meant  sorrow,  suf- 
fering, misery  and  frequently  destitution  to  the  widows  and  orphans 
left  behind;  and  because  every  time  one  of  us  was  killed  or  injured 
it  increased  the  risk  of  those  left  in  the  service,  as  a green  man  had 
to  be  put  in  the  place  of  the  man  killed  or  injured,  and  at  the  same 
lime  the  efficiency  of  the  organization  went  down,  frequently  seriously 
crippling  it.  The  management  of  the  North  Western  inaugurated 
this  movement  for  greater  safety  about  ten  months  ago,  so  as  to  make 
its  railroad  not  only  the  best,  but  the  safest  to  work  and  travel  on. 

Let  me  illustrate  what  I mean  by  increasing  the  risk  and  de- 


creasing  the  efficiency  by  just  citing  a case  that  now  comes  to  my 
mind.  The  man  killed  was  foreman  of  a switch  engine  which  was 
coming  from  one  yard  to  another.  On  the  way  over  he  met  another 
engine  which  was  stalled  with  a train.  At  the  request  of  the  crew 
of  the  stalled  train  he  coupled  on  his  engine  and  pulled  them  over  to 
the  other  yard.  When  he  got  there  he  uncoupled  his  engine  and 
sent  it  ahead  and  then  started  to  walk  over  to  it.  The  engine  which 
he  had  assisted  started  up  without  ringing  the  bell,  ran  over  and 
killed  him.  The  rule  requires  that  the  bell  shall  be  rung  when  an  en- 
gine is  about  to  move  and  while  switching,  and  certainly  when  an 
engine  has  been  standing  still  and  has  started  up,  the  bell  should  be 
rung  to  give  notice  that  it  is  about  to  be  moved.  If  that  had  been 
done  in  this  case  a man’s  life  would  probably  have  been  saved  and  a 
widow  and  three  or  four  children  would  not  have  been  left  in  mourn- 
ing, destitution  and  misery.  And  think  how  much  less  time  it  would 
have  taken  to  start  that  bell  than  it  did  to  make  a report  of  the  acci- 
dent, and  how  much  it  increased  the  risk  to  the  rest  of  the  men  to 
have  such  a man  taken  out  of  the  service  and  the  man  who  caused 
his  death  left  in  the  service. 

The  first  thing  done  was  to  determine  the  causes  of  the  large 
number  of  accidents. 

When  we  examined  the  statistics  furnished  by  the  Interstate 
Commerce  Commission,  as  well  as  our  own,  we  found  that  about  one- 
half  of  the  450  passengers  killed,  an  increase  of  115  c r 34  per  cent, 
over  the  preceding  year,  and  one-half  of  the  15,515  passengers  in- 
jured, being  an  increase  of  3,399  or  28  per  cent.,  on  the  railroads  of 
the  United  States  during  the  year  which  ended  June  30,  1910,  were 
killed  or  injured  in  train  accidents,  such  as  collisions  and  derailments, 
and  the  other  half  were  killed  and  injured  in  little  accidents  That 
of  the  3 418  employes  killed,  an  increase  of  962,  or  39  per  cent.,  and 
of  the  68,925  employes  injured,  an  increase  of  17,121,  or  33  per  cent., 
724,  or  one-fifth , were  killed,  and  6,870,  or  one-tenth,  were  injured  in 
train  accidents  (see  page  39  of  the  report  of  the  Commission  for 
1910),  being  an  increase  of  21,597  in  killed  and  injured  of  passengers 
and  employes,  or  32  per  cent.  This  does  not  include  the  travelers  on 
the  highway,  trespassers  on  the  tracks  and  other  outsiders  killed  and 
injured,  as  their  number  is  not  shown  in  the  report.  During  the  same 
year  the  gross  earnings  of  the  railroads  increased  per  cent.  On 
the  North  Western  the  number  of  all  classes  killed  and  injured  dur- 
ing the  same  year  increased  23  per  cent.,  and  our  gross  earnings  in- 
creased I2y2  per  cent.  That  on  our  road  during  the  year  ending 


4 


April  30,  1911,  where  every  injury  is  counted  when  a man  loses  a 
days’  time  or  more  (the  Interstate  Commerce  Commission  requiring 
reports  only  in  cases  where  men  lose  more  than  three  days’  time),  of 
the  17  passengers  killed  one,  or  six  per  cent,  lost  his  life  in  a train 
accident,  such  as  a collision  or  derailment,  and  16  of  them,  or  94  per 
cent.,  in  little  accidents.  That  of  the  62J  passengers  injured  8 2 or  ij 
per  cent,  were  hurt  in  collisions  and  derailments,  and  541,  or  87  per 
cent,  in  little  accidents.  That  of  the  91  employes  killed  that  year 
jive  of  them,  or  six  per  cent.,  lost  their  lives  in  collisions  and  derail- 
ments, and  86,  or  94  per  cent.,  in  little  accidents.  That  of  the  7i4-°8 
employes  injured  179 , or  three  per  cent.,  were  injured  in  collisions 
and  derailments,  and  7,229 , or  97  per  cent.,  in  little  accidents.  Put- 
ting it  another  way:  That  of  the  employes  killed  one  out  of  18  was 
killed  in  collisions  and  derailments,  and  17  out  of  every  18  were  killed 
in  little  accidents.  That  one  out  of  every  42  injured  was  hurt  in  a col- 
lision or  derailment,  and  that  41  out  of  every  42  were  injured  in  little 
accidents  caused  by  little  acts  oi  carelessness  and  thoughtlessness, 
such  as: 

Obstructions  on  tbe  ground,  sucb  as  ties,  rails,  coal,  pieces  of  freight, 
draw-bars,  piles  of  dirt  and  material  left  too  close  to  tbe  track,  which  would 
take  less  time  to  remove  to  a safe  place  than  to  report  an  accident  caused 
thereby  and  cost  practically  nothing; 

Overhead  obstructions; 

Structures  erected  too  close  to  the  track; 

Failure  to  put  out  a flag  before  going  under  car  or  enigne  to  inspect  or 
repair  it; 

Defective  track; 

Faulty  shaker  bars; 

Defective  tools  and  machinery; 

Going. between  moving  cars'  to  pull  the  pin  or  uncouple  the  air; 

Pushing  couplers  over  with  the  foot,  or  arranging  couplers  with  the  hand 
just  as  the  cars  are  coming  together; 

Failure  to  comply  with  the  rules,  and  sometimes  by  ignorance  of  the  rules 

Failure  to  administer  discipline  when  the  rules  were  disregarded,  unless  an 
accident  was,  at  the  specific  time,  caused  thereby; 

Carelessness  or  thoughtlessness,  more  often  the  latter,  of  employes  other 
than  the  one  killed  or  injured; 

Taking  desperate,  foolish  and  unnecessary  chances,  which,  to  an  outsider, 
seems  almost  suicidal,  such  as:  Standing  in  the  middle  of  a track  waiting  for 
an  engine  and  then  stepping  on  the  foot  board  or  pilot,  when  the  slightest  mis- 
step means  death  or  serious  injury; 

Running  hand  cars  too  close  together; 


Failure  of  trackmen  to  watch  for  trains; 

Stepping  on  nails  projecting  from  boards  thrown  next  to  the  track,  some- 
times hy  the  very  man  who  is  injured; 

Failure  to  ring  the  bell  before  starting  the  engine; 

Failure  to  properly  inspect  and  repair  cars  and  engines; 

Carelessness  of  injured  employes; 

Leaving  cars  so  close  to  switch  that  they  will  not  clear  a man  riding  on 
the  side  of  car  on  adjacent  track. 

And  in  a hundred  other  ways  these  little  accidents  were  cccur- 
ing  the  country  over  every  day,  many  of  which  could  be  prevented 
in  less  time  than  it  takes  to  report  them;  many  of  them  resulting  in 
increased  risk  to  the  men  remaining  in  the  service,  and  decreased 
efficiency  of  the  organization;  because  we  are  always  taking  chances 
instead  of  taking  the  safe  way— in  the  way  prescribed  by  the  rules — 
for  the  same  reason,  I suppose,  that  in  the  United  States  we  take 
longer  chances  on  murder  than  they  do  in  Germany — thirty  to  one- 
believing  if  we  are  caught  a sharp  lawyer  will  get  us  off;  the  same 
as  we  take  the  risk  and  disregard  the  rules,  hoping  and  believing 
that  if  we  get  caught  the  Committee  will  get  us  off. 

The  greatest  risk  a careful  man  runs  is  the  risk  of  injury  through 
the  carelessness  of  some  thoughtless , reckless  fellow  worker.  When 
such  a man  is  found  we  should  try  to  teach  him  to  be  careful;  if  we 
can’t  do  that,  get  him  out  of  the  service  before  he  kills  himself,  you 
or  some  other  man.  Above  all  things,  get  into  the  habit  of  thinking 
along  the  line  of  safety  and  not  as  we  have  all  done  formerly,  that 
these  accidents  were  unavoidable  and  a necessary  evil. 

When  you  analyze  the  causes  of  the  collisions  and  derailments 
reported  in  the  Interstate  Commerce  Accident  Bulletin,  you  will 
find  that  but  few  accidents  are  caused  by  defective  equipment,  track, 
structures  or  improper  rules,  but  that  the  large  majority  are  caused 
by  failure  to  comply  with  well  known  rules,  and  by  little  acts  of  care- 
lessness, thoughtlessness  or  forgetfulness. 

To  illustrate  the  matter  I call  attention  to  the  24  collisions  and 
19  derailments,  in  which  81  people  were  killed  and  827  injured,  re- 
ported in  Bulletin  No.  33  for  July,  August  and  September,  1909, 
which  was  not  selected  by  me  because  the  cases  are  any  different 
from  those  reported  in  other  Bulletins,  but  simply  because  it  happened 
to  be  the  first  one  I could  put  my  hands  on,  and  this  is  what  it  shows: 

LIST  OF  CAUSES  OF  43  COLLISIONS  AND  DERAILMENTS : 

Failure  to  flag  -----  3 

Misplaced  switch  - 2 


6 


Misplaced  switch,  malicious  1 

Rail  point  maliciously  removed  ...  1 

Operator  overlooked  order  1 

Conflicting  orders  (fault  of  Dispatcher)  - 2 

Mistake  in  copying  -----  1 

Forgot  orders  -----  2 

Failure  to  identify  -----  1 

Disregard  of  orders  * 1 

Misunderstanding  of  orders  1 

Failure  to  deliver  orders  - 2 

Misunderstanding  of  signal  - - - 1 

Both  men  and  apparatus  - 1 

Assuming  time  of  another  train  3 

Mistake  of  engineer  moving  throttle  when  reaching  for  whistle  1 
Failure  of  signalman  and  flagman  - 1 

Broke  in  two  and  failed  to  set  brakes  on  rear  end  - 1 

Failed  to  test  air  - 1 

Runaway  on  steep  grade,  engineer  started  without  brakes  fully 

charged  -----  1 

Runaway  on  steep  grade,  unavoidable  1 

Poor  brakes  -----  1 

Unsafe  circus  cars  -----  1 

Derailment  of  car  in  passing  freight  train  - 1 

Cars  too  heavily  loaded  1 

High  speed  on  curve  - 3 

Washout,  engineer  and  roadmaster  at  fault  1 

Unexplained  -----  2 

Broken  rail  ------  1 

Bridge  weakened  by  fire  * 1 

Loose  wheel  - 1 

Flood  ------  1 

RECAPITULATION 

Management  at  fault  1 

Train  Dispatcher  at  fault  - 2 

Employes  at  fault  27 

Equipment  or  track  - 5 

Employes  and  equipment  1 

Unavoidable  -----  2 

Unexplained  3 

Maliciously  caused  * 2 


43 


7 


In  view  of  these  facts  it  seemed  apparent,  therefore,  that  in  acci- 
dents, as  in  ever)  thing  else,  it  was  the  little  things  that  counted,  and  that 
if  we  could  eliminate  the  little  accidents,  or  a considerable  proportion 
of  them,  we  would  accomplish  the  desired  result,  and,  therefore,  our 
efforts  were  first  directed  to  taking  measures  to  prevent  little  acci- 
dents, believing  that  if  the  same  amount  of  time,  thought  and  effort 
had  been  given  to  the  prevention  of  little  accidents  and  a small  part 
of  the  money  expended  for  that  purpose  that  has  been  so  successfully 
devoted  to  the  prevention  of  collisions  and  derailments,  we  would 
long  ago  have  practically  eliminated  the  little  accidents. 

In  order  to  bring  these  things  to  the  attention  of  those  most  in- 
terested, meetings  were  held  with  all  the  division  officers  at  the  va- 
rious division  points,  at  which  the  matter  in  detail  was  explained  and 
their  co-operation  and  assistance  in  the  movement  secured. 

Subsequently  meetings  were  held  with  the  men  themselves  and 
the  matter  explained  to  them.  Figures  and  statistics  were  given 
them,  covering  not  only  the  accidents  occurring  on  our  road,  but  on 
all  the  railroads  in  the  country,  it  was  pointed  out  how  many  of  the 
accidents  were  caused,  how  they  could  have  been  prevented,  and  it 
was  also  shown  to  the  men  that  they  were  the  people  who  were  get- 
ting hurt,  and  that  they  and  their  families — not  the  Company  or  the 
officers — were  paying  the  frightful  toll  in  death  and  injury,  and  how 
they,  and  they  only,  could  stop  it  if  they  wanted  to  and  would  but 
make  the  effort. 

After  holding  these  meetings  on  all  seventeen  divisions  of  the 
system,  Safety  Committees  composed  of  men  and  officers  were  ap- 
pointed on  each  division,  in  the  shops,  roundhouses,  yards  and  larger 
stations,  to  bring  about  greater  safety. 

The  Division  Committees  consisting  of  the  Division  Superin- 
tendent, Master  Mechanic,  Division  Engineer,  conductor,  engineer, 
fireman,  brakeman,  agent,  trackman,  switchman  and  carman;  the 
Shops  Committee  consisting  of  some  of  the  foremen  and  some  of  the 
men  working  in  the  shops;  the  Roundhouse  Committees  were  organ- 
ized in  the  same  way;  the  Yard  Committees  are  composed  of  the 
yardmaster  and  switchmen,  and  the  Station  Committees  are  com- 
posed of  three  or  four  of  the  men  at  each  of  the  larger  stations. 

There  are  now  acting  as  members  of  these  Committees  184  di- 
vision officers,  such  as  superintendents,  assistant  superintendents, 
supervisors  of  motive  power  and  machinery,  master  mechanics,  train- 
masters, train  dispatchers,  yardmasters,  shop  foremen  and  general 


foremen:  28  agents,  30  conductors,  30  engineers,  14  firemen,  18 
brakemen,  18  switchmen,  30  machinists,  19  section  foremen,  23  freight 
house  men,  22  carpenters,  car  repairers  and  inspectors,  12  boiler 
makers,  8 freight  inspectors,  3 storekeepers,  3 hostlers,  2 laborers  in 
shops,  5 blacksmiths,  2 painters,  2 engine  inspectors,  2 engine  dis- 
patchers, 1 flue  welder,  1 moulder,  1 flagman,  1 supervisor  of  signals, 
1 blacksmith  handyman,  1 pipe  fitter,  1 roundhouse  sweeper,  1 smoke 
inspector,  1 operator  and  1 demonstrator  and  apprentice  instructor. 

These  committees  meet  once  a month,  the  Company  paying 
them  for  their  time.  The  total  expense  so  far  will  probably  not  ex- 
ceed $10,000.00;  the  men  serving  not  less  than  six  months  nor  more 
than  twelve  months,  the  members  being  provided  with  and  wearing 
Safety  buttons  to  designate  their  office  and  authority.  The  names 
of  the  members  of  the  Safety  Committees  are  posted  on  the  bulletin 
boards  in  the  shops,  roundhouses,  switch  houses  and  other  places 
where  the  men  congregate,  for  the  purpose  of  giving  notice  who 
compose  the  Committees  and  to  whom  employes  can  go  with  their 
suggestions  and  recommendations.  By  their  appointment  a channel 
has  been  provided  through  which  not  only  members  of  the  com- 
mittees, but  all  other  employes,  can  present  in  a proper  and  orderly 
manner  suggestions  and  recommendations  for  greater  safety  and 
improvement  in  conditions  and  methods.  The  management  not  only 
invites  suggestions  but  solicits  them,  and  is  thereby  afforded  the 
benefit  of  ideas  and  observations  of  the  men  who  are  actually  doing 
the  work.  It  brings  the  officers  and  men  closer  together,  and  from 
these  committees  I believe  the  future  officers  of  the  Company  will  be 
largely  recruited. 

When  these  committees  discover  defective  conditions,  customs 
or  careless  practices  lccal  to  their  division  or  plant  they  are  expected 
to  see  that  the  necessary  improvement  or  remedy  is  brought  about. 
However,  if  the  matter  is  of  general  interest  to  the  system  it  is  re- 
ferred to  the  Central  Safety  Committee,  composed  of  two  General 
Superintendents,  one  Assistant  Superintendent  of  Motive  Power  and 
Machinery,  one  Supervisor  of  Motive  Power  and  Machinery,  two 
Division  Superintendents,  one  Engineer  of  Maintenance,  Trainmaster 
of  Chicago  Freight  Terminals,  a representative  from  the  office  of  the 
Vice-President,  and  myself  as  chairman. 

There  are  now  some  473  officers  and  employes  serving  on  these 
committees,  and  as  they  become  more  familiar  with  the  scope  and 
object  of  the  movement  for  greater  safety,  and  more  experienced  in 


9 


their  duties,  better  results  are  obtained  each  month.  If  each  member 
of  the  committee  will  prevent  only  one  accident  a month — as  surely 
they  can — a very  large  decrease  in  the  number  of  accidents  will  be 
made,  and  when  other  employes  join  in  the  Safety  movement  (as 
they  are  doing)  a still  greater  decrease  will  be  made  and  greater 
safety  and  regularity  will  be  secured. 

Trips  over  the  various  divisions  on  trains  especially  provided  for 
that  purpose  are  made  by  the  committees,  accompanied  by  the  division 
and  some  of  the  general  officers,  and  myself,  at  which  times  the  tracks, 
yards,  stations,  roundhouses,  machinery  and  shops  are  inspected.  The 
committee  is  divided  into  sub-committees,  certain  subjects  being 
assigned  to  each  sub-committee  and  attention  and  inspection,  for  the 
purpose  of  discovering  and  remedying  improper  or  unsafe  methods 
and  conditions  in  order  that  injury  to  employes  and  passengers  may 
be  prevented.  At  the  end  of  such  trips  the  sub-committee  make 
their  report  to  the  full  committee,  and  the  various  matters  are  dis- 
cussed and  the  necessary  action  taken. 

All  committees  make  a report  of  proceedings  each  month  to  the 
Central  Safety  Committee,  both  as  to  local  conditions,  defects  and 
methods  reported  and  what  action  is  taken,  and  such  general  re- 
commendations and  suggestions  as  are  brought  out  at  their  meeting 

The  Central  Safety  Committee  meets  once  a month  and  considers 
the  reports,  suggestions  and  recommendations  of  the  division,  shop, 
yard,  roundhouse  and  other  committees,  as  well  as  matters  brought 
to  its  attention  by  its  members.  All  recommendations  thought  to  be 
proper  and  practicable  are  approved  and  are  submitted  to  the 
management,  and  such  recommendations  are  almost  invariably  adopted. 

Copies  of  the  proceedings  of  the  Central  Safety  Committee  are 
furnished  to  all  committees  so  that  they  will  not  only  know  what 
action  has  been  taken  with  recommendations  made  by  them,  but  also 
what  suggestions  and  recommendations  are  made  by  all  the  Safety 
Committees,  of  the  System  and  the  action  taken  thereon,  as  well  as 
the  action  taken  by  the  management  in  relation  to  recommendations 
made  by  the  Central  Safety  Committee. 

Safety  bulletins,  such  as  the  one  attached  marked  exhibit  “A” 
are  distributed  among  all  employes,  posted  in  places  where  they  con- 
gregate and  are  published  in  our  magazine. 

Monthly  reports  of  all  accidents  by  divisions  and  classes  of 
employes  and  passengers,  as  per  blank  “B”  attached. 


10 


Monthly  reports  of  avoidable  accidents  by  causes,  as  per  blank 
“C”  attached; 

Statements  for  the  last  twelve  months  showing  the  number  of 
avoidable  accidents,  similiar  to  exhibit  “D”; 

Monthly  reports  of  avoidable  accidents,  giving  a brief  statement 
of  the  facts  in  each  case; 

Reports  of  the  progress  of  the  work,  showing  the  result  each 
month  with  a comparison  with  the  same  month  of  the  previous  year, 
similiar  to  the  one  attached  marked  “E”; 

In  relation  to  statement  marked  “E”,  I desire  to  say  in  con- 
nection with  the  extraordinary  large  decrease  in  the  number  of 
personal  injuries  during  the  months  of  March  and  April  1911  as  com- 
pared with  the  same  months  in  1910,  that  although  the  earnings  for 
these  months  slightly  decreased,  we  actually  handled  during  the 
month  of  March  over  9,000  more  new  loads,  and  over  5,000  more  new 
loads  in  April,  than  we  did  in  March  and  April  1910. 

Reports,  similiar  to  the  one  attached  marked  “F”  showing  the 
classes  of  employes  killed  and  injured,  the  percentage  of  increase  or 
decrease  over  the  same  months  of  the  previous  year,  are  furnished 
to  all  the  various  Safety  Committees; 

In  relation  to  statement  “F”,  I desire  to  call  your  especial  atten- 
tion to  the  very  large  decrease  in  the  number  of  accidents  to  train- 
men and  switchmen,  which  classes  ordinarily  furnish  the  largest 
number  of  fatalities  and  the  most  serious  injuries.  I believe  that  the 
exceptionally  large  decrease  in  the  fatalities  and  injuries  to  the  men 
in  those  classes  was  occasioned  because  they,  before  any  of  the  other 
men,  seemed  to  become  interested  in  this  matter  of  safety  and  to 
realize  what  the  idea  meant  to  them. 

Reports  sent  to  all  agents  on  the  line  showing  result  of  the  work 
for  a period  of  months,  similiar  to  exhibit  “H”; 

Circular  letters  sent  to  all  committees,  similiar  to  the  one  at- 
tached marked  “G”; 

Each  member  of  the  Safety  Committee  is  furnished  with  a block 
of  postal  cards  similar  to  exhibit  “I”,  to  use  in  making  reports  to  the 
chairman  of  his  committee  of  any  defective  conditions  or  methods 
discovered  by  him,  so  that  the  same  may  be  remedied  immediately* 


ii 


Little  pasters  similar  to  the  following: 

DETACH  THIS  BEFORE  CASHING  CHECK 


No.  1 

Remember  that  it  is  better  to 
cause  delay  than  it  is  to  cause  an 
accident. 

Central  Safety  Committee, 


In  twelve  months  153  men  were  injured 
by  stepping  on  nails  projecting  from  boards 
and  cleats  taken  from  cars  and  thrown  on 
the  ground  close  to  the  track.  Why  not 
pile  the  boards  and  cleats  six  feet  from 
the  rails  with  the  nails  down  and  save 
such  injuries?  If  you  don’t  do  this,  you 
may  be  the  next  victim. 


No.  3 

Remember  that  it  takes  less  time 
learn  to  do  a thing  right  than  it  does 
to  explain  why  you  did  it  wrong. 


Exercise  of  care  to  prevent  accidents 
is  a duty  which  you  owe  to 
yourself  and  your  fellow 
employes. 


No.  5 

Every  accident  is  a NOTICE  that  some- 
thing may  be  wrong  with  the  man,  plant 
or  methods  and  should  be  immediately 
investigated  by  person  in  charge  of  work 
to  ascertain  cause  and  apply  remedy. 


Every  time  an  employe  is  killed  or  in- 
jured it  brings  suffering  and  sorrow  to 
himself  and  family,  and  necessitates  the 
employment  of  an  inexperienced  man  in  his 
place,  thereby  increasing  the  risk  of  in- 
jury to  all  other  employes. 


You  are  responsible  for  the  safety  of 


others  as  well  as  yourself. 


During  the  last  twelve  months  FOUR 
employes  were  killed  and  ONE  HUNDRED 
THIRTEEN  injured  by  falling  over  ob- 
structions left  too  near  the  rail  Why  not 
pile  all  material  SIX  feet  from  rail,  clean 
up  the  piles  of  coal,  cinders,  dirt  and  draw- 
bars in  the  yards,  stop  such  accidents  and 
at  the  same  time  make  our  yards  and 
station  grounds  more  presentable.  Rule 
No.  1185  requires  it. 


In  case  of  doubt  adopt  the  safe 
course.  Speed  must  always 
give  way  to  safety. 


No.  10 

The  greatest  risk  of  injury  a careful  man 
runs  is  through  the  carelessness  of  some 
thoughtless  or  reckless  fellow-worker. 
When  you  find  such  a man  try  and  teach 
him  to  be  careful,  If  he  will  not  be  taught 
get  him  out  of  the  service  before  he  kills 
or  injures  himself  or  someone  else:  per- 
haps it  may  be  you. 


12 


are  put  on  all  the  pay  checks,  and  when  cash  is  paid  are  handed  out 
with  the  money;  a different  one  being  used  each  month  to  attract 
attention  to  some  special  kind  of  accident  or  duty; 

And  a general  effort  is  made  by  the  officers  and  employes  of  the 
system  to  exercise  greater  care  in  operation,  and  to  make  a more 
thorough  and  careful  investigation  of  accidents  when  they  occur  in 
order  to  ascertain  the  cause,  so  that  a remedy  may  be  applied  and  its 
re-occurence  prevented. 

It  will — I think — be  readily  understood  that  on  a railroad  8,000 
miles  long,  running  through  nine  states,  with  40,000  or  50,000  men 
on  its  payroll,  it  necessarily  took  some  considerable  time  to  get  such 
a movement  as  this  organized,  as  well  as  understood  by  the  men  who 
would  be  most  benefited  by  it,  and  although  the  plan  has  been  in 
effect  for  ten  months,  actually  only  five  months  as  the  organization 
was  not  perfected  until  December  last,  it  has  already,  we  believe, 
brought  about  much  better  conditions.  In  April  the  personal  injuries 
reported  on  the  system  showed  a decrease  of  48  9-10  per  cent;  that 
is,  instead  of  having  809  cases  as  we  did  in  the  year  1910  we  had  420; 
and  what  is  more  remarkable  still  is  that  in  the  hazardous  occupations 
such  as  trainmen,  the  decrease  that  month  was  62  per  cent,  and  dur- 
ing that  month  we  had  neither  a passenger,  a trainman,  switchman, 
stationman,  bridgeman,  car  repairer  or  inspector  killed.  If  the  same 
percentage  of  reduction  in  the  number  of  accidents  on  railroads  in  the 
United  States  could  be  attained,  and  I believe  with  proper  effort  such 
a result  can  be  secured,  it  would  mean  instead  of  having  eighty-four 
thousand  (t,r  hundred  and  orty  passengers  and  employes  killed  and 
injured,  as  we  had  for  the  year  ending  June  30th,  1910,  we  would 
have  forty-four  thousand  one  hundred  and  fifty  four. 

In  ten  months  we  have  had  on  our  road  54  fewer  deaths  and 
1559  fewer  injuries  than  we  had  during  the  same  period  a year  ago, 
making  a decrease  of  1613  cases  divided  as  follows: 


DECREASE  IN 

PERCENTAGE 

NUMBER 

OF  DECREASE 

Employes 

- 

1237 

16.59 

Passengers 

- 

299 

35-63 

Others 

- 

77 

IO.9 

Total 

1613 

17.92 

And  at  the 

same  time  we 

have  carried  more  passengers,  hauled  more 

loads,  and  earned  more  money  than  during  the  same  period  a year 
ago;  whereas,  during  those  same  months  of  the  previous  year  we 
showed  an  increase  over  the  same  period  of  the  year  before  of  2243 

J3 


cases,  or  33  per  cent,  and,  gentlemen,  this  not  only  means  that  our 
records  contain  that  many  fewer  reports  of  accidents,  but  that  that 
many  fewer  times  have  we  been  obliged  to  call  the  priest  and  the  under- 
taker; *that  that  many  fewer  times  have  we  been  obilged  to  call  the 
doctor;  that  that  many  fewer  times  havethere  been  widows  and  orphans 
made,  and  that  many  fewer  times  has  some  man,  woman  or  child 
been  obliged  to  suffer  pain  and  sometimes  go  through  life  a cripple; 
that  we  are  taking  better  care  of  our  cars  and  engines;  that  we  are 
cleaning  up  our  yards,  blocking  our  frogs  and  guard  rails,  protecting 
our  machinery  and  dangerous  places,  keeping  our  platforms  clear  of 
obstructions  and  properly  lighting  them;  exercising  greater  care  in 
selection  of  men  and  in  operating  our  trains;  that  we  now  “ Remember 
that  it  is  better  to  cause  a delay  than  it  is  to  cause  an  accident” ; that  the 
operating  men  are  spending  less  time  investigating  and  reporting 
accidents  and  more  time  in  preventing  them  and  in  attending  to  other 
duties  that  heretofore  have  been  neglected  for  want  of  time;  that  we 
have  organized  an  order  of  safety  on  the  North  Western  Railway  and 
every  offiicer  and  employe  is  an  active,  enthusiastic  member  of  the 
order,  and  that  the  force  of  the  Claim  Department  have  more  time  to 
investigate  cases  carefully  and  make  proper  adjustments,  and  if  we  can 
keep  up  the  present  percentage  of  decrease  in  the  number  of  acci- 
dents it  means  to  the  Company  a decrease  of  four  or  five  hundred 
thousand  dollars  annually  in  the  personal  injury  account,  and  to  the 
men,  not  only  greater  safety,  because  as  the  work  grows  less  hazar- 
dous better  and  more  careful  men  will  enter  the  service,  but  also  a 
reduction  in  their  assessments  for  brotherhood  insurance,  as  when 
the  deaths  and  injuries  decrease  so  will  the  assessments.  And  when 
we  install  a department  for  the  employment  and  education  of  men,  we 
will  change  the  railroad  service  from  being  one  of  the  most  hazardous 
in  the  world  to  one  of  the  safest,  and  when  we  do  that  it  will  be  an 
easy  matter  to  secure  the  best  men  in  the  country  to  man  our  engines 
and  trains. 

It  also  means  that  this  movement  for  the  Conservation  of  Men 
is  getting  stronger  and  better  and  more  lasting  every  day,  and  with 
the  same  enthusiastic  co-operation  and  assistance  of  the  men  of  the 
Safety  Committees,  and  of  the  other  men  on  our  road,  we  are  going 
to  practically  wipe  out  the  accident  business,  because  we  have  com- 
menced to  think  and  act  and  work  along  the  lines  of  safety,  and  have 
demonstrated  what  can  be  done  when  we  do  that,  instead  of  thinking, 
as  heretofore,  that  these  accidents  are  unavoidable  and  a necessary 
evil 


14 


At  the  time  this  movement  was  started  I promised  that  the 
division  having  the  fewest  accidents  in  proportion  to  its  business 
would  be  presented  with  a banner  by  the  management  of  the  Company 
in  recognition  of  the  success  of  the  officers  and  employes  of  that 
division  in  bringing  about  greater  safety.  On  the  20th  day  of  April 
1911  I had  the  pleasure  of  presenting  that  banner  (a  photograph  of 
which  is  attached  to  this  paper)  to  the  Sioux  City  Division.  It  is,  I 
believe,  the  first  time  in  the  history  of  railroading  in  this  country,  or 
any  other,  that  such  an  emblem  has  been  presented  for  such  a cause. 

What  it  will  mean  to  the  working  men  of  this  country  when  the 
managements  and  men  on  other  railroads  and  industries  adopt  some 
similar  plan  for  the  prevention  of  accidents,  we  can  only  guess;  but  if 
the  reports  published  by  the  Labor  Bureau  of  the  United  States  (See 
Bulletin  No.  78,  September  1908)  page  458)  are  correct  and  the  total 
fatalities  and  injuries  to  the  laboring  men  employed  in  the  industries 
of  the  United  States,  as  shown  in  that  report  as  thirty-jive  thousand 
deaths , and  two  million  injuries  of  which  10  per  cent  of  the  deaths 
and  2/4  per  cent  of  the  injuries  are  railroad  employes  which  will  dem- 
onstrate that  railroads  is  not  the  only  industry  that  kills  and  injures 
employes  is  correct,  you  can  realize  as  well  as  I what  it  will  mean  to 
the  working  men  and  their  families,  as  well  as  to  the  industries,  to 
reduce  that  fearful  toll  one-half.  If  in  ten  short  months  the  men  on 
the  North  Western  can  bring  about  that  result,  why  cannot  others  do 
the  same  if  they  go  about  it  in  the  right  way. 

The  credit  for  the  success  of  the  movement  belongs  to  the  men 
as  they  are  the  ones  who  have  done  the  work  and  demonstrated  wha<- 
four  hundred  and  seventy-three  pairs  of  eyes  and  as  many  active 
minds-there  are  that  many  members  of  the  Safety  Committees-can  do 
in  the  way  of  discovering  defective  conditions  and  improper  methods, 
and  in  preventing  accidents.  Without  the  co-operation  and  enthu- 
siastic assistance  of  the  members  of  the  Safety  Committees,  as  well  as 
that  of  other  employes,  the  movement  would  have  been  a failure;  with 
such  co-operation  it  is  necessarily  a success,  and  like  every  great 
movement  in  the  annals  of  the  world  it  is  a triumph  of  enthusiasm. 

The  bringing  together  of  the  officers  and  employes  in  this 
intimate  way  has  already  resulted  in  more  friendly  and  better  relations 
between  them,  and  it  is  evident  that  in  the  years  to  come  conditions 
will  greatly  improve,  that  these  accidents  will  be  greatly  reduced* 
and  we  will  thereby  secure  what  everybody  desires,  greater  saf ety 
and  regularity . 


15 


EXHIBIT  “A” 


SAFETY  BULLETIN 


READ  AND  TAKE  WARNING 


The  following  statement  of  injuries  to  Railroad  Employes  in  the  United  States, 
caused  by  failure  to  comply  with  the  rules  or  by  careless  methods,  is  compiled  from 
the  Report  of  the  Interstate  Commerce  Commission,  for  the  year  ending  June  30,1910. 


CAUSES  Trainmen  Trainmen  in  Yds  Switchmen  Other  Employes  TOTAL 


" ""  * / 

Killed  Injured  Killed 

Injured 

Killed  Injured  Killed 

V 

Injured 

Killed  Injured 

Adjusting  coupler  with  foot 

79  , 

47 

126 

7 

259 

Adjusting  coupler,  cars  accident- 
ally started 

3 

20 

2 

11 

6 

41 

1 

5 

12 

77 

Careless  manipulation  of  uncoup- 
ling lever 

23 

13 

3S 

1 

75 

Uncoupling  without  using  lever 
(unnecessary)  

4 

26 

2 

28 

2 

65 

1 

8 

120 

Opening  or  closing  knuckles  when 
cars  were  near  together;  mis- 
calculated speed 

6 

88 

4 

33 

6 

98 

1 

6 

17 

225 

Opening  knuckle  when  cars  were 
near  together  ; engine  accident- 
ally started  

2 

10 

1 

11 

10 

8 

3 

39 

Opening  knuckle,  lost  footing 

4 

28 

2 

17 

5 

47 

1 

3 

12 

95 

Riding  on  car  to  uncouple,  slipped 
off  

4 

20 

3 

11 

7 

37 

1 

l 

15 

69 

Caught  by  unexpected  movement 
of  car,  due  to  mistake  or  mis- 
understanding in  giving  hand 
signals 

3 

10 

1 

10 

4 

21 

2 

8 

43 

Uncoupling  moving  cars  and  lost 
footing 

7 

43 

7 

20 

13 

72 

4 

27 

139 

Parts  hard  to  move,  causing  delay 

i 

21 

6 

11 

1 

38 

Went  between  cars  unnecessarily 
and  contrary  to  rule 

3 

41 

1 

22 

8 

54 

1 

4 

13 

121 



- 

- 

— 

— 

— 

— 

— 

— 

— 

TOTALS 

37 

409 

23 

229 

51 

620 

5 

42 

116 

J300 

Why  Not  STOP  Taking  Such  Chances  Before  It  is  Too  Late  ? You  May  Be 

The  Next  Victim  ! 


Chicago,  December  15,  1910 


16 


Form  C.  D.  155 


3—21—1  i lM 


CHICAGO  & NORTH  WESTERN  RAILWAY  COMPANY 


STATEMENT  OF  EMPLOYES  REPORTED  KILLED  OR  INJURED 
Month  Ending  April  30th,  1911 


CLASSIFICATIONS 

Train 

Service 

Switching 

Service 

Station 

Service 

Trackmen 

Bridgemen  | 

Shops  and 
Roundhouse 

Other 

Employment 

Total 

< 1910 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured  Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Defective  Engines 

4 

1 

5 

11 

Defective  Cars 

3 

4 

1 

8 

16 

Defective  Track 

1 

Defective  Tools  or  Machinery 

2 

2 

7 

Defective  Blocking  in  Track 

Defective  Platforms  and  Walks 

Defective  Bridges 

Defective  Buildings 

1 

1 

1 

Carelessness  of  Injured  Employe 

1 

4 

5 

4 

Carelessness  of  Other  Employe 

7 

1 

3 

2 

13 

26 

Carelessness  of  Foreman 

1 

1 

Obstruction  Overhead 

1 

1 

1 

Obstruction  on  side  or  on  ground 

1 

1 

1 

7 

Getting  on  Moving  Cars 

1 

1 

1 

3 

Cinder  or  dirt  in  Eye 

11 

2 

3 

1 

2 

19 

53 

Nail  or  spike  in  foot 

1 

2 

1 

1 

3 

8 

12 

Shaking  Grates 

2 

1 

1 

3 

12 

Shaking  Grates  on  defective  engines 

2 

2 

Train  Parting 

1 

1 

5 

Derailment 

3 

1 

3 

1 

7 

Collision 

3 

I 

10 

1 

13 

Riding  on  pilot  of  Engine 

1 

Falling  off  Cars  or  Engines  while  in  motion 

3 

Walking  on  Track 

1 

Going  between  Cars  to  couple  or  uncouple  cars  or  hose 

2 

1 

3 

1 

2 

Not  otherwise  specified 

29 

14 

12 

5 

25 

4 

2 

17 

1 

11 

6 

114 

2 

168 

Unavoidable 

33 

G 

22 

19 

6 

7 

27 

6 

126 

300 

TOTAL  ...... 

105  I 

35  1 

37 

5 

57 

1 11 

12 

1 

55  | 1 | 

20 

7 332  | 8 648 

Cases  reported  above  caused  by  violation  of  rules 

A J 

1 1 1 

| ( 

1 ! 

3 1 1 1 

Form  C.  D.  156. 


CHICAGO  & NORTH  WESTERN  RAILWAY  COMPAN\ 


EXHIBIT  “B" 


3-21-11  500 


REPORT  OF  PERSONS  KILLED  OR  INJURED 

MONTH  ENDING  APRIL  30th  1911 


PASSE 

N G E 

R S 

E M 

P L O Y E S 

o 

UTS 

1 D E 

R S 

TOTAL 

DIVISION 

Tas'cnger 

Trains 

On 

Freight 

Trains 

Not  On 
Trains 

TOTAL 

Train 

Service 

Switching 

Service 

Station 

Service 

Trackmen 

Bridgemen 

( 'a  r 

Repairers 

Inspectors 

Shops  and 
Roundhouse 

Other 

Employ  inent 

TOT  A# 

On 

Tracks 

Cars 

On 

Crossings 

Miscella- 

neous 

TOTAL 

1911 

1910 

Killed 

Injured 

Killed 

injured 

Killed 

njured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured 

Killed 

Injured- 

Killed 

Injured 

Wisconsion 

4 

i 

10 

19 

4 

4 

1 

13 

2 

2 

8 

5 

1 

57 

~ T 

1 

3 

0 

2 

n 

3 

78  1 

10 

: 112 

N.  Wisconsin 

7 

1 

3 

1 

1 

1 

14 

i 

i 

15 

! 45 

Madison 

i 

1 

4 

1 

4 

4 

2 

15 

i 

l 

1 

i 

1 

17 

1 

44 

Ashland 

i 

1 

3 

1 

2 

3 

2 

2 

12  ! 

f 27 

Lake  Shore 

1 

1 

3 

2 

1 

1 

i 

6 

3 

3 

3 

3 

4 

10  1 22 

Galenn 

2 

i 

3 

6 

19 

2 

16 

1 

12 

1 

4 

3 

1 

4 

2 

ii; 

1 

2 

i 

1 

2 

2 

5 

4 

12 

5 

152 

Iowa 

l 

1 

20 

3 

1 

1 

7 

3 

1 

14 

7 

1 

56 

2 

2 

i 

2 

1 

1 

4 

5 

5 

62 

4 

I 125 

N.  Iowa 

i 

1 

2 

1 

2 

1 

4 

1 

1 

7 

1 

H 

Sioux  City 

1 

1 

2 

1 

3 

i 

1 

1 

3 

7 

1 

8 

Iowa  and  Minn. 



4 

1 

1 

6 

1 

1 

i 

6 

25 

Minnesota 

2 

"2 

4 

3 

7 

1 

1 

i 

9 

2 

32 

Dakota 

1 

2 

3 

6 

:::: 

2 

1 

2 

1 

1 

1 

1 

13 

i 

16  i 

1 

32 

Peninsula 

1 

1 

3 

1 

4 

1 

2 

11 

12 

1 

1 21 

Eastern 

1 

1 

2 

7 

1 3 

1" 

2 

1 

1 

5 

1 

1 

20 

1 

1 1 

i 

23 

1 

52 

Black  Hills 

1 

1 

hi: 

1 

1 

5 

1 

1 

'"7" 

1 29 

Chicago  Shops 

Machine  5 
Car  8 

18 

13 

! 18 

Track  Elevation 

4 

4 

4 

"7". 

Macoupin  County  Ity. 

""2 

W.  & N.  W.  Ry. 

1 

P.  It-  C.  & N.  W.  Ky. 

! 3 

Common 

1 

1 

New  Chicago  Terminal 

! 

■ 

f 

1 | j 9 

Chgo  Freight  Terminal 

20 

> 

26 

20  | 

Others 

4 

2 



r 

} 

. 

1 

' 

”’Z| 

TOTAL  1911 

10 

3 

19 

32 

I 105 

I 37 

5 

57 

11 

12 

i 

55 

1 

20 

7 | 

332- 

11 

2 

7 

2 

in 

1 

15 

14 

35 

21  ! 

399 

2S 

781 

TOTAL  1910 

03 

11 

3 

20 

1 3 

94 

3 

I 274 

38  | 

1 57 

1 

124 

25 

24 

92 

2 

14 

8 

648 

8 

6 

5 

4 

10 

18 

17 

39 

EXHIBIT  “D” 


Statement  of  Employes  Killed  and  Injured  from 
April  1,  1910  to  April  1,  1911 


CAUSES  KILLED 

Defective  Engines  - 1 

“ Cars  _ 2 

“ Track  - 

Tools  and  Machinery  - - l 

Blocking  in  Track  - - - 1 


Platforms  and  Walks 

Bridges 

Buildings 


Carlessness  of  Injured  Employe  10 

of  Other  Employe  - - 7 

of  Foreman  - 3 

Obstruction  Overhead  - - - - 1 

Obstruction  on  Side  or  Ground  ...  3 

Stepping  on  Nails  - - - - - 

Riding  on  Pilot  of  Engine  - 1 

Shaking  Grates  - - - - - 

Going  between  Cars  to  Couple  . - 5 

Derailments  - - - - 1 

Collisions  - 5 

41 

Total  Number  Employes  Killed  and  Injured  during  same  period  92 
Shop  and  Roundhouse  men  “ “ ‘ “ “ 5 


INJURED 

122 

128 

24 

2 

3 

15 

1 

14 

123 

315 

2 

11 

101 

161 

2 

104 

35 

67 

113 

1433 

7724 

1256 


Total  New  Loads  handled  during  March  and  April. 

1910  and  1911 


1911 

- 

March 

157,854 

149,500 

- 

- 

April 

148,380 

142,610 

1910 

Increase 

- 

9,474 

- 

- 

5,890 

17 


Statement  of  personal  injuries  reported  between  July  1st  1909  and  April  30th  1910 
and  between  July  1st  1910  and  April  30th  1911. 


Ed 


\ 

> 


18 


RICHARDS, 

Chairman  Central  Safety  Committee. 


CHICAGO  & NORTH  WESTERN  RAILWAY  CO. 

CENTRAL  SAFETY  COMMITTEE— Office:  226  W.  Jackson  Boulevard,  Chicago 

Statement  of  Employes  Killed  and  Injured  from  September  1st,  1909  to  May  1st,  1910, 
and  from  September  1st,  1910  to  May  1st,  1911 


19 


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EXHIBIT  “H” 


CHICAGO  & NORTH  WESTERN  RAILWAY  CO. 


Central  Safety  Committee 
Office:  226  W.  Jackson  Boulevard 
Chicago 


Chicago,  March  8th,  1911 


CIRCULAR  LETTER  NO.  9. 


All  Division  Superintendents  : 

Gentlemen  : 

A few  days  ago  we  had  an  accident  on  the  track  of  an  industry  in  which  an 
employe  of  the  industry  was  seriously  injured  while  crossing  the  track  going  from  one 
building  to  another,  caused  by  his  being  struck  by  some  box  cars  which  were  being 
pushed  in  on  that  track.  There  were  two  switchmen  on  these  cars,  but  there  were 
none  of  them  on  the  ground  going  ahead  giving  notice  of  the  approach  of  the  train  as 
required  by  the  instructions  contained  in  the  letter  from  General  Manager  Cantillon, 
dated  December  24th,  1910,  paragraph  2,  which  reads  as  follows:  — 

“A  trainman  should  precede  engine  or  cars  moving  on  industrial  tracks  in 
order  to  prevent  accidents  to  men  employed  in  such  industries  and  where  necessary  to 
disturb  cars  being  loaded  or  unloaded  it  should  not  be  done  until  ample  notice  is  given 
to  all  persons  in  or  about  the  car.” 

In  the  investigation  of  the  case  above  referred  to,  it  appears  that  no  orders 
had  been  given  to  the  switchmen  in  accordance  with  the  instructions  issued  by  the 
General  Manager.  I would  be  glad  to  know,  therefore,  what  is  the  practice  on  your 
division  and  if  instructions  have  been  issued,  will  you  be  kind  enough  to  furnish  me 
with  a copy  of  the  same.  If  they  have  not  been,  I will  be  much  obliged  if  you  will  ad- 
vise me  whether  it  is  intended  to  do  so.  If  so,  when  they  are  issued,  will  you  please 
send  me  a copy  of  the  same. 

Yours  truly, 

R.  C.  RICHARDS. 


Chairman  Central  Safety  Committee. 


EXHIBIT  "H” 


CHICAGO  & NORTH  WESTERN  RAILWAY  CO. 

Central  Safety  Committee 
Office:  226  W.  Jackson  Boulevard 
Chicago 


April  24th,  1911 


CIRCULAR  LETTER  NO-  15. 


All  Division  Superintendents  and  Master  Mechanics. 

Gentlemen : — 

I desire  to  call  your  attention  to  the  attached  statement  of  accidents  occur- 
ing  between  September  1st,  1909  and  April  1st,  1910,  and  between  September  Isf,  1910, 
and  April  1st,  1911  the  statement  being  made  from  September  1st,  for  the  reason 
that  on  September  1st,  1909,  we  commenced  keeping  the  present  classification  of 
employes  injured. 

You  will  notice  that  we  show  an  increase  of  nearly  seven  per  cent  in  the  num- 
ber of  injuries  and  deaths  to  car  inspectors  and  car  repairers,  that  we  have  a very 
slight  decrease  in  the  case  of  shop  and  roundhouse  men  and  a comparatively  slight 
decrease  in  the  case  of  track  men.  This  statement  will,  I think,  give  us  all  some  in- 
formation as  to  the  basis  upon  which  our  campaign  for  safety  should  now  be  conducted 
and  see  if  we  cannot  reduce  the  number  of  injuries  to  track  men,  car  inspectors,  car 
repairers  and  shop  and  roundhouse  men.  It  is  strange  that  in  these  occupations  (which 
are  among  the  less  hazardous)  we  should  make  the  poorest  showing,  and  I hope  we  may 
do  something  within  the  next  few  months  to  improve  this  condition. 

In  view  of  the  increase  in  the  number  of  accidents  to  car  inspectors  and  car 
repairers,  I would  suggest  that  a representative  from  that  class  of  the  service  be  put  on 
your  Safety  Committee,  if  you  have  not  already  done  so. 

Yours  truly. 

R.  C.  RICHARDS. 

Chairman  Central  Safety  Committee 


22 


EXHIBIT  “I” 


h 

' Chairman  Black  Hills  Division  Safety  Committee 

CHADRON, 

NEBRASKA 


Station.  _ Date 1911 

Location 

Your  attention  is  called  to  following  practice  or  condition: 


Action  taken  or 

* 

* Recommendation 

Signed 

Member  Safety  Committee. 

If  car  or  engine  reported,  always  give  initial  and  number. 


23 


